Train control system



1933- A. G. SHAVER ET AL v TRAIN CONTROL SYSTEM Original Filed Nov. 6, 1923 2 Sheets-Sheet l 7 5 RN MW w i e w m an M 1 a. mid, A m %N w QM. a N %Y QM a L MN 8 Q K Na 3 M We ll Ill! MW @N w Feb.- 28, 1933. ,A. e. SHAVER ET AL TRAIN CONTROL SYSTEM 2 Sheets-Sheet 2 Original Filed Nov. 6, 1923 Ivy: R W 46 M107 W 4* ATTCRNEYS Patented Feb; 28,

' invention comprehends the provision of a -uN TE-osTATss NT o'FFICE 1 ARGHIB LD' e. SHAVER, or cnioAed-inmnols; Ann ram) M. ROSENZWEIQ; 0F

NIAGARA FALLS,'1\IEW1Y0RK, ssrenoas-ro THEREGANSAFETY-DEVICES com:-

PANY, INC., 01 NEW-YORK, A COR'PG-BATIQN, or new YORK j A mAmjcoivmo'rl sYs'rEM Application filed November 6; eza'seria no. 673,038; Renewed J i' iaassz.

This invention relatesflto a traincontrol system and more partlcularly to a system for controlling the movement of trains automatically by I'OELdSlClQIHGCllZLlllSlII' and man ually by the engineman on the train, and has special reference to the provision of'a'system in which automatic control is so combined with manual control. as to'assure abso lutesaiety'while permitting proper dispatch in the movement of trains. A One of the principal ob ects of our present train control system in which train carried mechanism for governing the operatlon' of theirainis automatically controlled by roadside mechanism operable 1n accordance'with roadside conditions in i such a manner that the running operation of the train under unsafe traffic conditions is made dependent upon such tralfic conditions only soas to pro vide absolute safety in trainoperatiomand in whichthe cooperative control by the engineman is necessitatedto supplement the 4 automaticcontrol for producing elficient and expeditious train movement.

In the production of an efficient train com trol'system one of thefactorsof paramount importance is that of prov1d1ngfor'theele ment of absolute safety 'oftrain movement under unsafe traffic conditions. To accomplish this it is requisite that aroadside mechanism reflecting-the conditions on theroadside should assume unchallenged predominance in controlling the behaviour of the train under hazardous conditions, and that any condition of 'controlimp'ressed or im'- posed on an unsafely'movin'g vehicle by the roadside mechanism shouldbe beyond human interference. Another desider'atum of infinite importance,however, is that of 'provding a system in which the engin'eman is restrained from shifting or casting the fullfburden of control upon the automatic train control mechanism, substitutionbf the automatic mechanism alonefor tlie-engin'eman being highly undesira-blejin practice; ,Theideal mode of controlling the movement of trains is that in which the engineman is compelled to be I alert, or 18 deterred or; restralned fron 1 being remiss in his 'ClHtlBS so that proper tailureto properly dischargehis duties, and lllwhlcll when so supplanted the automatic control is the dominant factor until safe running conditions of the train is resumed and Y the engineman again assmnes'contr'ol. When the engineman and the automatic train control mechanism are made-to cooperate in this 'manner,,the one acting as a-checkrupon the other, absolute safety and proper dispatch in the running of trai-ns is assured. I

2 *By ourfpresent invention to accomplish this ob]ect We provide a train control system inwhich full control of the train is left in the hands of the engineman so long was he is properly performing his duties inzobedience to and in conformity with the indications of the roadside: signalling apparatus, in 1 which the control of the train is automatically taken {from the engineman who is incapacitatedor remiss in the performance of his duties and the train is automatically operated in accordance with roadside conditions, and in which the engineman is compelled to be alert and to again take charge of the operation of the train in orderto'avoid an undesirable condition. of train control, the system thus combining'the factor of absolute safety by mak ing train operation dependentupon the automatic dictation of the roadsidemechanism under hazardousconditions with the factor of proper train dispatching by making the efii cient movement of the train dependent upon,

the activity andalertness ofthe engineman.

vehicle is controlled Within the limits of two or three permissive speeds including a maximum speedbeyond which the vehicle cannot run,'a medium speed at or below whichthe vehicle must approachpoints of danger and run in localities where a greater speed would be unsafe, and a lowspeed above which the vehicle cannot runin danger localities, as

in'blocks occupied by other trains; In accom- I plishing this object of the invention, thedesign and construction of the system is such that if a speed greater than the permissive maximum speed is attempted, the train is automatically controlled to cause a retardation of the speed of the vehicle and to preferably bring the same to a'halt unless the engineman intervenes to modify the opera-' ed when roadside conditions require the movement of the vehicle at or below the medium speed, the train is automatically con-' trolled in a similar manner to bring the same to a halt, the alertness of the engineman permitting, however, the placing of the train under the, control of the medium permissive speed; and if a speed greater than the low permissive speed is attempted when the roadside conditions require a low speed restriction on the train, the train is automatically controlled tobring the same, to a halt unless the engineman again modifies the automatic operation to place the train under the control of the low permissive speed. 7

To the accomplishment of the foregoing and such other objects as may hereinafter appear, our invention consists in the elements and their relation one to the other, as hereinafter particularly described and sought to be defined in the claims, reference being had to the accompanying drawings showing the preferred embodiment of our invention, and in which Fig. 1 is a diagrammatic view showing the vehicle carried apparatus and circuits and part of the roadside apparatus cooperating therewith, and I Fig. 2 is a diagrammatic view of a modification thereof. In the train control system of our present invention, for directly controlling'the movement of the train there is provided an electrically operated device for controlling the operation of the air brake system, the said device being under the control of cooperating train and roadside mechanism, and being operated thereby in accordance with roadside conditions. The electrically operated device comprises in the preferred construction an electromagnet 10 which controls theoperas tion of a combined reservoir and brake valve of the type disclosed in the patent to A. G. Shaver No. 1,411,526 of April 1, 1922, and in the copending application of Allen B. Kendall Serial No. 443,046v of Feb. 7, 1921, the said reservoir and brake valve functioning upon the deene'rgization of the electromagnet 10 for cutting off the supply of air from the main reservoir of the air brake system to the enginemans brake valve and for opening the train pipe to exhaust,.the electromagnet 10 being normally energized to hold open the communication between the main reservoir and the enginemans brake valve and to close the train pipe to exhaust.

. For directly controlling the operation of the electromagnet 10, there is provided a train carried circuit which is normally energized as under clear roadside conditions b a train carried source of ener such as the battery 11, the said circuit including the resistance r connected to the positive terminal of the battery, conductors 12 and 13, a movable'make and break indicating means '14 which is operable in response to roadside conditions as will be detailed hereinafter to assume any one of the three positions a, b and 'c, the full-line'inclined position a; corresponding to the normal or clear position, the inclined dotted position Z) corresponding to one of the non-clear positions such as the caution. position, and the verti cal'dotted line position 0 corresponding to another non-clear such as the danger position, the said circuit further including the conductors 15, 16 and 17, a contact mechanism 18, contact 19, conductors 20 and 21,

the electromagnet 10, conductor 22 and conductor 23 connected to the negative tern inal of the battery 11. Under normal or clear conditions with the indicating means 14 in the position a and with the contact 'rnechanism 1 8 closed on the front contact 19,

the brake controlling magnet is energized to permit the vehicle to proceed.

To place the train under the control of a maximum permissive speed, the electromagnet 10 instead of being controlled under clear conditions bythe circuit traced above, may be controlled by an alternative circuit which is placed under the control of a speed circuit controller 2 1 which is operated in accordance with the speed of movement of the train. This alternative circuit is the same as that above described, with the exception that the conductor 12 is replaced by the condnctor 25, the common contact 26, the contact 27 and the conductor 28, so that the electromagnet 10 in addition to being under tl e control of the make and break indicating means 14 and the contact mechanism 18 is also under the control of the speed controlled contact mechanism 24 at the contact 27'. It will be apparent that with this construction when the speed of the train exceeds a predetermined maximum limit the. circuit will be opened atthe contact 27 and the electromagnet 10 deenergized.

In the operation of our system when a permissive speed is exceeded the electromagnet 10 is operated to bring the vehicle to a halt, thedeenergization of this magnet persisting regardless of the subsequent decrease of speed of the vehicle. unless the engineman is alert and intervenes to modify the operatie fit

reaches a speed which is considered safe under the particular traffic conditions then existing 1 1 u In accord with this operation, when the maximum speed becomes operative to deenergizethe electromagnet 10, the deenergization will persist until the manual modification by the engineman. To this end the contact mechanism/18, 19-is provided, this contact mechanism comprising a stick contact under the control of a relay 29 whichis connected in parallel with-the electromagnet to the conductors 21 and'22 by means of the conductors 30, 31 and 32; With this construction it will beseen-that'when the electromagnet 10 is energized the stick relay 29 is energized to maintain or hold the con tact 18 in engagement with the front contact 19 and whenthe electromagnet 10' is deener 'izcd the relay 29 will be deenergized to permit the opening of the contact 18, the opening of this contact maintaining open the normal, or maximum speed control circuit. above traced regardless of the subsequent closing of this circuit at the contact 27 in response to a decrease of speed of the train. To modify the operation of the electro-' magnet 10 and forestall a stop? of the train after the speed of the train has been reduced to or below the maximum permissive speed, we provide a circuit controlling means'33 manually operable by the engineman for closing the contact mechanism 18, the said circuit controlling means being preferably of the type disclosed inithe application of A. G. Shaver Serial No; 634,053 of April 23, 1923, the said circuit controlling means gen: erally comprising a stem part 34 coacting with the contactmechamsm 18 and ai'push button part 35 manually manipulable by the engineman connected to the stem part 34 by means of a mechanism whicli' comprises a fluid transmission means formed by providing a piston 34a at the lower end of the stem 34 loosely fitting the interior wall of the cylindrical vessel portion 35a of thepush b'u'tton 35, the said Vessel containing a suitable fluid. With thisconstruction it will be evi dent that when the push button is operated to an ascended position, the fluid will act against the piston to transmit theoperationto the stem 34: to move the same to an ascended positween the piston 34a and the wall of the vessel 35a, and the operation being such that the contactmechanism is actuated by a m'echani cal impulse to assume its upper position only momentarily and being freeito move to de-' scended position in the event that the circuitis not in-a :condition'to'be energized. The e condition automatically imposed upon the I control circuit, as bythe speed of the train exceeding the maximum permissive speed, is

therefore maintained and cannot be cancelled by a. premature operation of the manual push button; and bit is therefore only when the train is reduced to the safespeed and in the present instance the maximum permissive speed, that the normal circuit controlling electromagnet, 10 will be closed and maintainedclosed by the stick-relay 29. Morei over, with this construction of the manual circuit controlling means the push button cannot beheld by the engineman or operator in its ascended position so as to thwart or negative the operation of the automatic control mechanism, a single impulse operation being provided regardless or irrespective of the durationof operation of the push button device, theintegrity of the control of the circuit by thespeed circuit controller 24 and the indicating means 14 being thereby maintained.

For the purpose of informing the engineman when the train has beenbrought to or below the predetermined speed to permit of modifying the operation-of the ele ctromags net 10, we provide a signalling means which may comprise a lamp 36 connected to theconductor 32 by means of the conductor 37 and connected to a back contact 38 by means of the conductor 39. With this circuit construction it will be seen that when the contact mechai nism 18 is released by the dee-nergization of the relay 29, the contactmechanism will close on its back contact38 and when the speed of the trainhas been reduced to the permissive speed-so that the speed controlled contact 27 is closed,"the lamp 36 will be illuminated, (informing the engineman that operation of the c a push key will effect reenergization of the electromagnet) by means of the circuit comprising the resistance r, conductor 25, contacts 26 and 27, conductors 28 -and 13, indicating means 1 1, conductors 15, 16and 17 contact mechanism 18, back contact 38, conductor 39, a

lamp 36, and conductors 37, 32 and 23.

With the system thus far described, therefore, under clear running conditions the vehicle may proceed at an unlimited'speed or in the alternative at a speed at or below a permissive maximum speed, and if the vehicle exceeds suchpermissive maximum speed the brake controlling magnet is operated to I bring the vehicle to a stop, this imposed stop condition being, however, modified by the engineman byroperation of the push key 35 after thespeed of the'vehicle has been reduced to the safe predetermined maximum speed as indicated by the lamp 36,;the modi fication consisting inagain placing. the brake controlling magnet lO'under the control ofthe maximum permissive speed of the vehicle.

For operating the brake controllingr maged cooperatingtrain and roadside mechanism which functionsto cause the make andbreak indicating means 14 to be operated selectively to the positions a, b and 0. The train and roadside mechanism for controlling the action of the indicating means includes the provision of a roadside energy transmitting means which in the present form of our invention comprises a plurality of ramp rails spaced along the roadside, a rail such as indicated at being provided for each section or block of the track, the said ramp rail comprising'means for transmitting energy to a train carried shoe mechanism 41 under safe roadside conditions, such energy being transmitted to a translating device such as the indication selector generally designated as 42, he action of which directly controls the operation of the make and break means 14. The indication selector 42 preferably comprises a unit such as is disclosed in the copending application of Theodore Bodde Serial No. 634,- 059 filed April23, 1923, the indication selector comprising a stator field magnet 43 and a rotor 44 movable into any of three positions, the normal position a, the caution position b, and the danger position 0, corresponding to the positions a, b and 0 simultaneously assumed by the make and break means 14, which latter is operated by the indication selector, the position a being produced by energizing the magnet 43 with a current of a given polarity, the position I) being assumed byenei'gizing the magnet 43 with a current of a reverse polarity, and the position 0 being assumed when the magnet 43 is unenergized. The indication selector further includes a locking device 45 controlled by an electromagnet 46 and operative for engaging a notch 47 in the rotor to lock the same in the neutral or danger position.

The electromagnets 43 and 46 are arranged in series and'are connected in partial circuit to the shoe 41 and to the frame of the vehicle represented by the ground 48 by means of the conductors 49 and 50, the'construction being such that when the shoe 41 moves in engagement with and over the ramp 4O. the said partial circuit will cooperate with a roadside partial circuit (not shown) connected to the ramp 40 and to the rai s, as is disclosed for example in the application 01" A. G. Shaver 292,548 filed May 25, 1919, the cooperationbeing such that under normal or clear roadside conditions the ramp 40 will be'onergized by current of a given polarity to correspondingly energize the magnet43, and under an unclear such as a caution roadside condition the ramp '40 will be energizedwi.th current of an opposite polarity to correspond ingly energize the magnet 43, and under a danger roadside conditionthe ramp 40 w ll bedeenerglzed so that the magnet 43 is troniagnet 43.

when the shoe disengages the ramp, the said holding circuit comprising an electromagnet 51 having pole pieces 52 and 53 selectively operable forcoopcrating with the armature 5470f the rotor 44 to hold the same in either the positions a or b, the circuit further including the conductor 55, the contact elements 56 and 57 normally bridged by the conducting piece 58 movable with the shoe 41, conductor 59, resistance 1', battery 11, conductor 23, conductor 60, contact elements 61 and 62 normally bridged by the conducting piece 63 also fixed to and movable with the shoe 41, and conductor 64. This circuit is normally closed and when the shoe engages the ramp broken at the contacts 567and 62 to dcencrgize the magnet 51 and permit operation of the rotor by the action of the elec- WVhen the shoe leaves the ramp this circuit is again closed for energising the electromagnet 51 to hold the armature in its operated position.

For manually-automatically controlling the brake controlling magnet 10 when the Vehicle carried mechanism receives a caution indication, the make and break indicating means 14 controls a circuit which is under the control of the speed controller 24 and which is so operated that the train is placed under the control of a medium permissive speed such as forexample a speed of 35 miles an hour, the said circuit comprising battery 11, resistance r, conductor 25, contact 26, a medium permissive speed contact 65, conductor 66, make and break means 14 in posi tion I), conductors 15, 16 and 17, contact mechanism 18, contact 19, conductors 20 and 21, magnet 10 and conductors 22 and 23. Vith this described arrangement the system subject to the following operations:

' A. If the vehicle passes into a. caution block and the indication selector receives a 18 ismaintained in its front contact making position during the time of movement of the make and break means 14 from its clear to its caution position. If under these conditions the speed of the train is at or below deenergization of'the relay magnet 29 'rethe medium permissive speed,v as when. the engineman is operating the train in obedience to the roadside signalling system, the contact of the medium speed control'circuit will be closed and the circuit will be closed at'all contacts to maintain the energizationof the brake controlling magnet 10, the vehicle thus being able to pass a caution ramp without a traincontrol operation; c

B. VVhen,;however, the train receivesa caution indicationfa'ndthe speed of the train exceeds the'permissive mediumfspe'ed,

the medium speed control circuit although closed at. the make andbreak means 14is open at the SPGGCllCOIltIOllGd contact 65 and under these conditions the circuit will be opened at the stick-relay contact "18 andthe opening of the circuit willpers'ist due to the gardless ofthe subsequent decrease of speed to or below the permissive mediumspeed so that the deenergization of the magnet 10 will persist to bring the vehicle to-a halt unless the enginemanis alert and intervenes to modify the operation of the magnetlO and bring the same again under the control of the speedof the train; t

C. If the engineman is "alert, ,the-stop' condition imposed upon the vehicle may bemodified by his manual intervention provided the speed of the vehiclefis] reduced :to the safe speed-undercaution conditions,

namely, the medium I permissive speed.

rlVhen the permissivespeed is re'achedthe lamp '36 will be illuminated by the circuit comprising resistance ,1", conductor 25, conacts 26 and 65 bridged by the controller 24,

37, 32 and 23.

o conductor 66, the indicating means 14, conductors 15,16 and 17, contact 18, back con tact 88, conductor 39, lamp 36 andconductors It is then that the engineman will, operate the release or pushkey 35 and the medium speed control'circuit being closed at the, make and, break means 14 and the contact means 65, is now in a condition to be energized by theccontact mechanism 18, which latter will be maintained in itscontact making position by the reenergization of the relay 29 since the said relay is connected in parallel with the magnet 10 in the medium speed control circuit. 1

For manually-automatically controlling the brake controlling magnet 10 when the vehicle receives a danger indication, there is provided a low permissive speed control circuit which maybe brought manually into operation when the make and break means 9 1 is operated to assume the danger position 0. .Under such danger conditions the llllfilllllllll and medium permlssive'speed circuits heretofore traced are open at thefmake and break means 14 and the-following opera tions are obtainable: o r

A. If when the vehicle carried mechanism receives a danger indication the vehicle is moving at; or below a permissive low speed such for, example as 10 miles an hour, a low permissive speed control circuit is automatically substituted for either the maximum or medium speed control circuits so that the en-; 'gineman, need perform no manual act since under such conditions he is acting in full obedience, to the roadside signalling system,

the substituted low speed control circuit com-v prisingbattery 11, resistance r, conductor 25,

common contact 26, speed controller 24:, a low permissive speed contact 68, a conductor 69,

either the conductor 70 or the contact means 71 which is closed at the twocontact points 72 and 73 only when the make and breakmeans 1a is in the danger position c, conductor :17,

contact mechanism 18,- contact 19, conductors 20 and 21,-magnet l0, and conductors 22 and 23,-the slow releasing stick relay 29' remaining energized in parallel with the magnet 10; iBnIf, however, when the danger indi- V cation is received the speed ofthe vehicleex ceedsthe low permissive speed, this low per-.

missivespeed control circuit is open at contact 68 and both the-magnets l0 and 29am deenergized, the circuit persisting in open condition regardless of the subsequent dei 'creaseof speed of the train to or below the low permissive speed since the'contact mechanism 18 will'be maintained open at the stick' con tact,othu's imposing a .stop condition on the train unless the engineman is alert to modify the,stop condition after the speed y operate the push-key 35 to close the low speed control circuit, to place the train under the controlof the low permissive speed, the lamp 36 indicatingto the 'engineman the approprie ate time for operating the push key, the lamp beingclosed by a circuit similarto that here-" tofore traced but including the low permissive speed contact 68.

It may at times be desirable to enforce, an acknowledgement, by the engineman passing into a danger zone. even though the speed of the train has been reduced to or below the low permissive speed, and to this end thefsyse term may include means for making the low speed control circuit manual-automatic instead of automatic, such a manual-automatic control being shown in the modified system depicted in Fig. 2 of thedrawings. To ac: complish the desired result the low speed control circuit istaken through a contact means which is opened and closed by ascending and v descending movement of the, shoe, the said circuit, including the battery 11, the resistance r, the conductor 25, contact 26, speed conf troller 24, contact 68, conductor 69, conductor 75, contacts 76 and 77 normally bridged by the conducting piece 78 attached to the shoe 41 and opened when the shoe engages the ramp 40, conductor 79, conductor ceived is acknowledged by the engineman by the operation of a low speed release key 80 I normally open and closed into engagement with contact 81, the release key and contact being in parallel with the shoe contacts 76 and 77. Thus when the shoe engages a danger ramp and the key 80 is closed, the prior state of operation of the magnet 10 will be maintained, but however if the key 80 is not closed, the low speedcontrol circuit will be automatically opened to bring the vehicle to a halt, this automatic operation being however modifiable by the operation of the push key 35 when the speed of the train is at or assumesthe low. permissive speed limit. The system shown in Fig; 2' is otherwise similar to that shown in" Fig.1 with the exception that the maximum speed control circuit is absent therein, and similar parts are therefore designated by similar reference characters, I

The use and operation of our speed control system will in the main be fully apparent from the above detailed description thereof. It will be further apparent that numerous changes and modifications may be made in the structure disclosed without departing from the spirit of the invention, defined in thefollowing claims. 1

We claim: I

1. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electro-resp0nsive device for controlling the movement of the vehicle, an indicating means operable in response to roadside conditions for producing a clear or non-clear indication, instrumentalities under the control of the speed of the train and of said indicating means for controlling the operation of the said device so that when theindicating means is operated to a nonclear position and the speed otthe'vehicle is reduced from a speed above a permissive speed to a speed at or below the permissive speedprior to such operation of the indicating means to its non-clear position, the said device is not operated but is operated automatically when the vehicle exceeds the permissive speed and the indicating means is in the non-clear position, the said instrumentala ities persisting when so operating the device after the speed of the vehicle is reducedbe low the said permissive speed, and manual.

means for modifying such persisting operation' of the device when. the speed of the vehicle has been reduced to or bolowthe said permissive speed so as to permit the vehicle to proceed ator below said speed.

2. In a manual-automatic speed control system for vehicles, vehicle carried jmechanism comprising an electro-responsive' device for controlling the movement of the vehicle, an indicating means operable in response to roadside conditions for producing a clear or 'nonclear indication, instrumenalities under the control of the speed of the train and associated with said indicating means for controlling the operation of the said device so that when the indicating means isoperated to a non-clear position and the speed of the vehicle is reduced from a speed above a permissive speed to a speed at or be low the permissive speed prior to such operation of the indicating means to its non-clear position, the said device is not operated but is operated automatically when the vehicle exceeds the permissive speed and the indicating meansis in the non-clear position, the said instrumentalities persisting when so operating the device after the speed of the vehicle is reduced below the said permissive speed, and manual means for modifying such persistingoperation of the device Without altering the operation of the indicating means when thespeed of the vehicle has been reduced to or below the said permissive speed so as to permit the vehicle to proceed at or below said speed.

3. In a manual-automatic speed control system for vehicles, vehicle carriedmechanism comprising an electro-responsive device for controlling the movement of the vehicle, an indicating means operable in response to roadside conditions for producing a clear or non-clear indication, instrumentalities under the control of the speed of the train and ofsaid indicatin g means for controlling the operation of thesaid device so that when the indicating means is operated to a non clear position and the speed of the vehicle is reduced froma speed above a permissive speed to a speed at or below the permissive speed prior to such operation of the indicating means to its nonclear position, the said device is not operated butis operated automatically when the vehicle exceeds the permissive speed and the indicating means is in the non-clear position, the said instrumentalities persisting when so operating the device after'the speed of the vehicle is reduced be low the said permissive speed, and manual means for modifying such persisting opera tion of the device when the speed of the vehicle hasbeen reduced to or below the said permissive speed and for placing the device under the control of the permissive speed of the. vehicle;

4. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising a brake controlling magnet,

, the said circuitmeans persisting wh'en'so op-i 7 speed, and manual means for modifying such persisting operation ofthe device and for means 1 operation of the saidmagnet so that when the indicating means isoperated to. a non-clear position and the speed of'the vehicle is reduced from a speed above a permissive speed to a speed at or belowethe perinissive'speed.

prior to such operation .of-th indicating means to its non-clear position, the said mag net isnot operated but isoperated automatically to bring the vehicle to a halt'when the vehicle exceeds the permissive speed and the indicating means is, in the non-clear position,

crating the magnet after the speed of the ve; hicle is reduced below the said permissive e speed, and manual means for modifying such persisting operation ofthe'magnet by placing the same under the control 'ofithe permissive speedwhen the speed of the vehicle has been reduced to or belowthe said permissive speed. l

5. A manual automatic'speed control 'systern for vehicles,comprising avehicle carried electro-responsive device for controlling the movement of the'vehicle, a vehiclecarried indicating means, roadside means operable inresponse to roadside-conditions;for intermittently producing a clear? or nonclear indication in said indicating means, instrumentalities on the vehicle under. the

control of the speed of the trainand of said indicatingmeans for controllingthe operation of the said device so that when the indicating means is operated to a non-clear position and the speed of the vehicle is reduced from a speed above a permissive speed to a speed atvor below the permissive speed prior to such operation of the indicating means'to its non-clear position, the said device is not operated but is operated automatically, when the vehicle exceedsthepermissive speed and the indicating means is in the non-clear posi} I tion, the said instrumentahties' persisting when so operating, the device after the speed of thervehicle is reduced below the said per- 6. In a manual-automatic speed control system forvehicles, vehiclecarried mecha nism comprising an electro-responsive device for controlling the movement of the vehicle, an indicating means operable in responseto roadside conditions for producing a ,clear,

or non-clear? indication, a speed controlled means, instrumentalities under the control of the speed controlled means and of said' indicating means for controlling the operation of the said device so'tliat when the indicating means is operated to a nen-clear 'position and the speed of tllCWBlllClQlS reduced from a speed above a permissive speed to a speed at or below the' p'ermissive speed prior to such operation ofthe indicating means to its non clear position, the saiddevice is not operated but is op'erated automatically when the vehicle exceeds the perinissivespeed and the inthe said instrumentalities persisting when so 'operatingthe deviceafter the speed of the train is reduced below the said permissive permissivespeed. e e T 7. In 'a -manual-automatmtrain control system, vehicle carried meclianismcompris- ,ing an;electrically operated device, a make and breakindicatingineans, a contact mecha :ni'sm, circuit means connecting the said electrically: operated device with so as to be controlled by hoththe make and-break indicating ,means and the, contact" mechanism,

means operable in accordance with roadside i conditions for'controlling the operation of themake and break means to open and close the same, means independent-of saiddevice operative iipontlieopening of the make and dicating means is inthe non-clear position,

break means *for automatically controlling,

the contact mechanismto open' the same and maintain the sameopen regardless of the subsequent closing of the make'and break de-} vice, and'ineans for manually operating the contact mechanism-to close the same and to permit behaviour-of thesame after amanual operation thereof'independent of the m'anual operating means whereby an improper emanual operationto nullify the automatic con-,

trol of the contact mechanism is prevented and the integrity of the control of the circuit by both the make and break device and the contact mechanism maintained a 8, In a manual-automaticxtrain control syst m, vehicle" carried mechanism comprising an electrically operatedl device, a make and break indicatingmeans, a ccntact'mechf anism', awnormally closed circu tconnecting the said electrically operated device with so as to be controlled'byboth the make and break same, in cans independent of said device oper- 1 ative upon theopeningof the make andbreak' means for automatically controlling, the contact mechanism 't-o openythe same and maintain the same open regardless of the subsequent closing of the make and break means, and means for manually controlling the contact mechanism operative to close the same.

9'. In a manual-automatic train control system, vehicle carried mechanism'comprlsing an electrically operated device, a speed controlled contact mechanism, a second con- 7 tact mechanism, a make and break means, circuit means connecting the electrically operated device with so as to be controlled combinedly by the contact mechanisms and the make and break means, means operable in 10. In amanual-automatic train control system, vehlcle carried mechamsm COIIIPI1S- ing an electrically operated device, a speed controlled contact mechanism, a second contact mechanism, a make and break means, a

circuit means connecting the electrically operv ated device with so as tobe controlled combinedly by the contact mechanisms and the make and break means, meansoperable in accordance with'roadside conditions for controlling the operation of the make and break means to open and closethe same, means operative upon. the opening of the speed controlled contact'mechanism or the opening of the make and break means for automatically controlling the second contact mechanism to open the same and maintain the same open regardless of the subsequent closing of either the speed controlled contact mechanism or the make and break means, and means for man? ually operating the second contact mechanism to close the same and to permit behaviour of the same after a manual operation thereof independent of its manual operating means whereby an improper manual operation to nullify the automatic control of the second contact mechanism is prevented.

11. In a train control system, vehicle carried mechanism comprising an electrically operated device, a speed controlled contactmechanism, a second contact mechanism, a makeand break means, circuit means connecting the electrically operated device with so as to be controlled combinedly by the contact mechanisms and themake and break means, means operable in accordance with roadside conditions for controlling the operation of the make and break means to open and close the same, means operative .upon the opening of the speed controlled contact mechanism for opening the second contact mechanism and maintaining the same open regardless of the subsequent closing of the speed controlled contact mechanism, and means for manually closing the second contact mechanism.

12. In a train control system, vehicle car ried mechanism comprising an electrically operated device, a speed controlled contact mechanism, a second contact mechanism, a

make and break means, circuit means connecting the electrically operated device with so as tobe controlled oombin edly by the contact mechanisms and the make andbreak means, means operable in, accordance with roadside conditions for controlling the operation of the make and break means, means operative upon the opening of the speed controlled contact mechanism for automatically controlling the second contact mechanism to open the same and maintain the same open regardless of the subsequent closing of the speed controlled contact mechanism, and means for manually operating the second contact mechanism to close the same and to permit behaviour of the same after a manual operation thereof, independent of the manual operating means whereby an improper manual operation to nullify the automatic control'ot' the second contact mechanism is prevented.

13." In a manual-automatic speed control system for vehicles, vehicle-carried mechanism comprising an electrically operated device, a make and break indicating means operable into a clear or non-clear position, a speed controlled contact mechanism, a normally operative circuit for theldevice controlled by the indicating means in clear position,a second and normally inoperative circuit for the device controlled by the contact mechanism and the make and break indieating means in non-clear position, the second circuit being operable so that when the indicating means is operated from its clear to its non-clear position and the speed of the vehicle is reduced from a speed above a permissive speed to a speed at or below the permissi-ve speed prior to such operation of the indicating means to its non-clear position, the normal operation of the said device is maintained but the saiddevice is operated automatically to bring the vehicle to a halt'when the vehicle exceeds the permissive speed and the indicating means is in the non-clear position, the said second circuit persisting whe. the device is so operated to bring the vehicle to a halt after the speed of the vehicle is reduced below the said permissive speed, and manual means for modifying the persisting operation of the second circuit when the speed of the vehiclehas been reduced to or below thesaid permissive speed so as to permit the vehicle to proceed at or below said speed.

non-clear position, a speed controlled con- 7 14. Ina manual-automatic speed control system for vehiclesfvehicle carried mecha-.

nism comprising an. electrically operated de-. vice, a make-and break indicating means opers able into a clear or non-clear position, a speed crmtrolledcon-tact mechanism, a normally closed circuit for the device controlled by the indicating means in clear position,

a second andnormallyopen circuit for thede vice controlled by thecor tact mechanism andthe make and break indicating means in non clear position, the second circu-itbeing operable so that when, the indicating means is op eratcd from its clear toli ts non-clearposition;

and the speed of the vehicle is; reduced; from;

a speed above a permissive speed to a speedatg or below the permiss ve speed prior tosuch;

operation of the indicating means to its non clear position, the second circuit is; closed to maintain the normal operation of the said device but when the vehicle exceeds the permis sive speed and tliieindicati'ngmeans is in the non-clear position the said second circuit is opened and persists opened after the speed of the vehicle is reduced below the said per missive speed, and manually operated means for modifying the persistingoperation of; the

second circuit when the speed of; the vehicle tact mechanism, a normally closed circuit for below said speed.

the magnet controlled by the indicating means in clear position-,a second: and normally open circuit for the, magnet controlled by the contact mechanism, and the; make. and break indicating means non-clear position,

the second circuit being'operableso that when the indicating means'is' operatedfrom its clear to i'ts noni-clear position; and the speed of the vehicle is reducedfrom a speed above a permissive speed to a speed at or belowthe permissive speed prior to such operationof the indicating means-to-its non-clear position, the normal energization ofrthe, magnet is maintained but the said magnet is'auton atically deenergi-zed when, the vehicle exceeds the permissive. speed and the indicating means is .in the noneclear positiom the said second circuit persisting when the magnet is, so deenergized after thespe'ed of. the vehicle is'reduced'below the said permissive speed, and manually operated-means for modifying the persisting operationflof the secondcircuit when the speed of the vehicle, hasbeen reduced to orbelow the said permissive speed so as to permit the vehicle to proceedat or 16; A manual-automatic speedcontrolsys' tcm for vehicles comprisingvehiclefcarried' mechanism includingan electrically operated device, afmake and break indicating means operableinto, a, clear? or non-clear posh tion, a speed controlled contact mechanism,"

a normally operative circuit for the device controlled'by the indicating means in clear circuit for the devicecontroll'ed by the contact'mechanism and ithe make and break indicating means in non-clear position, the second circuit being operable so that whenthe indicating means is operated from its clear to. its. non-clear position andthe speed of the vehicle is reduced from a speed above a per-.

missive speed to a speed at or below the per missivespeedgprior to such operation ofthe indicating meanstoits,non-clear position, the normal operation of the said device is main tained but the said device is operated automatically to, bring the vehicle to a halt, when thevehicle exceeds the permissive speed and the indicating means is. in the non-clear position, the, said second circuit persisting when thedeviceis so operated tobring the vehicle to a; halt after the speed of the vehicle is reduced below the said permissive speed, man-.-

ual meansfor modifyingthe persisting oper:

ation ofthe second circuit when the speed of thervehicle has been reduced to or below the" said permissive speed so,v as to; permit the vehicle to proceed at or below said speed, and roadside mechanism for intermittently I operating the indicatingmfians. to its clear or,

non-clear position in accordance with roadside .conditions, Y

s 17. In a manual-automatic speed control system for vehicles, vehicle carried mocha nism comprising an electrically operated device, amake and break indicating means op erable into a clear or non-clear position, av contact, mechanism, a speed controlled contact mechanism,a normally operative circuit connecting the device,the contact mechanism and the make and break indicating means,

a secondand normally inoperative circuit for:

the device. connecting the contact mechanism,

- thespjeed controlled contact mechanism, and

the make and break indicating means operable so' that when the indicating means is operated to its nonclear position and the speed of the vehicle is reduced from a speed above a permissive speed to a speed at or below the permissive speed prior to such operation'of theindicating means toits non-clear position,

the normal operation of the said device is maintained but the said device is operated automatically to bring the vehicle to a halt when the vehicle exceeds the permissive speed and the indicating means is inthc non clear I position,v the said second circuit; persisting when the device is so operated to bring the vehicle to ahaltafte'r the speed of the yehicle is reduced below they said permissive speed, and manually operated means for modifying the persisting, operation of the 1 position, a second and normally inoperative LIA circuit when the speed of the vehicle has been reduced to or below the said permissive speed so as to permit the vehicle to proceed at or below said speed.

18. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electrically operated device, a make and break indicating means operable into a clear or non-clear position,

a contact mechanism, a speed controlled contact mechanism, a normally operative circuit duced from a speed above a permissivespeed to a speed at or below the permissive speed prior to such operation of the indicating means to its non-clear position, the normal operation of the said device is maintained but the said device is operated automatically to bring the vehicle to a halt when the vehicle exceeds the permissive speed and the indicating means is in the non-clear position, the said second circuit persisting when the device is so operated to bring the vehicle toa halt after the speed of the vehicle is reduced below the said permissive speed, and manually operated means for modifying the persisting operation of the second circuitffor placing the same under the control of the speed controller contact mechanism when the speed of the vehicle has been reduced to or below the said permissive speed so as to permit the vehicle to proceed at or below said speedf 19. In a manuahautomatic train control.

system, vehicle carried mechanism comprisingtan electrically operated device, a speed controlled contact mechanism, a stick relay contact mechanism, a make and break means, circuit means connecting the electrically operated device with so as to be controlled combinedly by the contact mechanisms and the make and break means means-operable in accordance with roadside conditions for controlling the operation of the make and break means to open and close thesame, said circuit means being such that upon opening of the speed controlled contact mechanism the circuit means will be'opened and maintained open at the stick relay contact mechanism regardless of the subsequent closing or, the speed controlled contact mechanism, and means formanually closing the stick relay contact mechanism.

20. In a inanual automatic train control system, vehicle carried mechanism comprising an electrically operated device, a speed controlled contact mechanism, a stick relay contact mechanism, a make and break means,

circuit means connecting the electrically op erated device with so as to be controlled combinedly by the contact mechanisms and the make and break means, means operable in accordance with roadside conditions for controlling the operation of the make and break means to open and close the same, said circuit means being such that upon opening of the speed controlled contact mechanism the circuit means will be opened and maintained open at the stick relay contact mechanism regardless of the subsequent closing of thespeed controlled contact mechanism, and means for manually operating the stick relay contact mechanism to close the same and to permit behaviour of the same after a manual operation independent of the manual operating means whereby an im proper manual operation to nullify the automatic control of the stick relay contact mechanism is prevented.

21. In a manual-automatic train control system, vehicle carried mechanism comprising an electrically operated device, a speed controlled contact mechanism, a stick relay contact mechanism, a make and break means circuit means connecting the electrically operated device with so as to be controlled combinedly by the contact mechanisms and the make and break means, meansoperable in accordance with roadside conditions for controlling the operation of the make and break means to open and close thesame, said circuit means being such that upon opening of the speed controlled contact mechanism the circuit'means will be opened and maintained open at the stickrelay contact mechanism regardless of the subsequent closing of the speed controlled contact mechanism, means for manually closing the stick relay contact mechanism, and a signalling means for indicating when the said second contact mechanism is opened and the speed controlled contact mechanism is closed.

22. In a manual-automatic speed control 1 system for vehicles, vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in accordance with roadslde conditions for indicating clear, caution and danger conditions, means for operating the device to permit movement of the vehicle above a medium permissive speed when the the vehicle exceeds the medium permissive" speed for automatically operating said device to bring the vehicle to a halt, this operation of the device persisting regardless of the subsequent decrease of speed below the medium permissive speed, means operable when the" indicating means changes from clear or caution to danger and the speed under a cautionindicating condition I and to permit the vehicle to proceed at or below the low permissive speed when the speedis reduced to saidlow permissive speed under a danger indicating condition,"

23. In a manual-automatic speed control system for vehicles, vehicle carried meclianism comprising a device for controlling vthe movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicating,clear, caution and danger conditions, means for opera-tingthe device to permit movement ofthe vehicle above a medium permissive speed whenthe indicating means indicates clear, means operable when the indicatingmeans changes from clear to caution and the speed of the vehicle exceeds the medium permissive speed for automatically operating said device to change the speed of the vehicle, this operation of the device persisting regardless of the subsequent decrease of sp eed below the medium permissive speed, means operable whenthe indicating means changes from caution to danger and the speedot the vehicle exceeds a low perinissive speed for operating the said device tochange thespeed of the vehicle, this latter j operation of the device persisting regardless of the subsequent decrease of the speed below the lowypermissive speed, and manually operable means for modifying thecoperationeof the device to per} mit the vehicle Ito proceed at or below the medium permissive speed when .the speed is reduced to the medium permissive speed under a caution indicating condition and to permit thevehicle to proceed at or below the low permissive speed when the speed is reduced to said low permissive speed under a danger indicating condition. y l j 24. In a manual-automatic speed control system for vehicles, vehicle carried mechanisin comprising a device'for controlling the" movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicatingclear, caution and danger conditions, means for operating the device to permit movement of the vehicle above a medium permissive speed when the indicating means indicates clear, means operable when the indicatingmeans changes from clear to caution and the speed of the vehicle exceeds the med um perm ssive a speed for automatically oper'atingisaid -.de'- vice to bring the vehicle to a halt, this opera tion of the device'persisting regardless of the subsequent decrease of speed below the medium permissive speed, means operable when the indicating means changes from clear or caution to danger and the speed of the vehicle exceeds a low permissive speed for operating the said device to bring the vehicleto a halt, thislatter operation of the device'persisting regardless of the subsequent decrease of the speed below the low permissive speed, manually operable means for modifying the operation ofthe device to permit the vehicle to proceed at or below the medium permissive speed when the speed is reduced to the medium permissive speed undera caution indicating condition and to permit the vehicle to proceed at or below the lo'wgpermissivejspeed whenthe speed is re-' ducedsto'said low permissive speed under a danger indicating condition, and inter- ,mittent roadside mechanism for operating said indicating traffic conditions.

'25. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising a device for controlling the movement of thevehicle, an indicating means means inaccordance with operable in accordance with roadside conditions for indicating clear, caution and danger conditions, means for: operating the device to permit normal movementlof the vehicle above a medium permissive speed when the indicating means indicates clear,

means operable when the indicating means changes from clear to caution and the speed of the vehicle is at or below the medi um permissive speed to maintain the normal operation of the device but when the vehicle exceeds the medium permissive speed ;for I automatically operating said device to change the speed of the vehicle, this opera-' hicle exceeds the low' permissive speed for operating the said device'to change'the speed of the vehicle, this latter operation of the device persisting regardless of the subsequentdecrease of the speed below the low permissive speed, and manually operable means'for modifying the operation of the device topermit the vehicle to proceed at or below the medium permissive speed when the speed is reduced to'the medium permisive speed under acicautionindicating conditioii ai dlto permit the vehicle to proceed at or below the lowpermissive'speed when the speed is reduced to said low permissive speed under a danger indicating condi- 26. In a manual-automatic speed control system for vehicles, vehicle carried 111601121 nism comprising a device for controlling the movement of the vehicle, an indicating means operable in accordance with roadclear or caution to danger and the speed of the vehicle exceeds a low permissive speed for operating the said device to bring the vehicle to a halt, this latter operation of the device persisting regardless of the subsequent decrease of the speed below the low permissive speed, and unitary manually operable means for modifying the operation of the device to permit the vehicle to proceed at or below the medium permissive speed when the speed is reduced to the medium permissive speed under acaution indicating condition and to permit thevehicle to proceed at or below the lon' permissive speed when the speed is reduced to said low permissive speed under a danger indicating condition.

27. In a manual-automatic speed control system for vehicles, vehicle carried mecha' nism comprising an electro-responsive device for controlling the movement of the vehicle, on indicating means operable in accordance with roadside conditions 7 for indicating clear and non-clear conditions, means for operating the device to permit normal movement of the vehicle above a given permissive speed when the indicating means indicates clear, means operable when the indicating means changes from clear to non clear and the speed of the vehicle is at or below the given permissive speed for maintaining the normal operation of the device but when the vehicle exceeds the given permissive speed when the indicating means so changed for automatically operating said device to change the spee-ol'of the vehicle, this operation of the device persisting regardless of the subsequent decrease of speed below the given permissive speed, and manually operable means for modifying such latter operation'oi the device'so as to permit the vehicle to proceed at orbelow the said permissive speed when the. speed of the vehicle is reduced'to such speed. 7 1 2 28. In a manual-automatic speed control system for vehicles, Vehicle carried mecha nism comprising an electro-responsive device for controlling the movement of the vehicle, and indicating means operable in accordance with roadside conditions for indicating clear and caution conditions, means for operating the device to permit normal movement of the vehicle above a medium permissive speed when the indicating means indicates clear, means operable when the indicating means changes from clear to nonclear andthe speed of the vehicle is at or below the medium permissive speed for maintaining the normal operation of the device but when the vehicle exceeds the medium permissive speed when the indicating means is so changed for automatically operating said device tobring the vehicle to a halt, this operation of the device persisting re ardless of the subsequent-decrease of speed below the mediumpermissive speed, and manually operable means for modifying the operation of the device to permit the vehicle to proceed at or below the said permissive speed when the speed or the vehicle is reduced to such speed.

29. In a manuahautomatic speedcontrol system for vehicles, vehicle carried mecha nism comprising an electro-responsive device for controlling the movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicating caution and danger conditions, meansfor operating the device to permit movement of the vehicle at or below a medium permissive speed when the indicating means indi cates caution, means operable when the indicat ng means changes from caution to danger and the speed of the vehicle is at or below, a low permissive speed for maintaining the medium speed operation of the device but when the vehicle exceeds the low permissive speed when the indicating means is so changed for automatically operating the device to change the speed of the vehicle, thisoperation of the device persisting regardless ofthe subsequent decrease of speed below the low permissive speed, and manually operable means for modifying the operation of the device when the speed of the ve hicle is automatically changed to'permit the vehicle to proceed at or below the low permissive speed after the vehicle speed is reduced to or below the low permissive speed.

30 In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electro responsive device for controlling the movement of the vehicle, an indicating means operable in accordance with roadsideconditions for indicating caution and danger" conditions, means for operating the device to permit movement of the vehicle when the indicating means indicates caution, means operable when the indicating means changes from caution to danger and the speed of the vehicle is at or below a low permissive speed me ns sive speed after the vehicle speed is reduced toor below the low permissive speed.

31. In a manual automatic speed control system for vehicles, vehicle carried mechanism comprising a device for controlling the movement of the vehicle, anindicating means operable in accordance; with roadside conditions for indicatingiclear, caution and danger conditions, means for operating the device, to permit movement of the vehicle above a medium permissive speed and below a maximum permissive speed when the inclicating means indicateszclear, means operable when the; indicating meanschanges from clear to caution and the speed of the vehicle exceeds theinedium permissive'speed for automatically operating said device to change thespeed of the vehicle, this operation of the device persisting regardless of the subsequentdecrease of speed below themedlLUHpGIIIHS'SIVG speed, means operable when the indicating means changesflfrom caution to danger and theispeed of the vehicle ex coeds a low permissive speed for operating the said device to change the speed of the vehicle, this latter operation of the device persisting regardless of the subsequent decrease e of the speed below the low permissive speed,

and manually operable means for modifying the operation of the device to permit the ve hicle to proceed at or below the medium permissive speed when the speed is reduced to the medium permissive speed under a cantion indicating condition and to permit the vehicle to proceed at-or below the 1owjper-, 'missive speed when the speed is reduced to said-lon ermissive s eed under a dan er indicating condition.

32. In a manual-automatic speed control system for vehicles, vehicle carried mecha nism comprising a device for controlling the movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicating clear, caution and danger conditions, means for operating the device to permit -movement of the vehicle above a medium permissive speed and below a maximum permissive speed when the indicating means indicates clear, and for operating the said device to bring the vehicle to a halt when the maximum permissive speed is exceeded under such clear indlcatmg conditions, this operation of they device pere sistingregardless of the subsequent decrease bring the vehicle to a halt,'this last operation of speed below the maximum permissive speed, means operablerwhen the mdicating means changes from clear to caution and the speed of the vehicle exceeds the medium of the device persisting regardless of the subsequent decrease of the speed below the low I permissive speed, and manually operable means for modifying the operation of the device to permit the vehicle to proceed at or below the maximum permissive speed when the speed is reduced to the maximum speed under a clear indicating condition, and to permit, the vehicle to proceed at or below the medium permissive speed when the speed is reduced to such medium permissive speed 1111* der a caution indicating condition, and to further permit thevehicle to proceed ato r below the low permissive speed when the speed is reduced to said low permissivespeed under a danger indicating COIldlblOIlr means operable in accordance with roadside conditions for indicating a safe and un-' safe condition, means operable when the indicating means changes from safe'to unsafe and the speed of the vehicle is at or below a permissive speed formaintaining the prior state of operation of the device if the engineman acknowledges the change of indication. and to autoimttically operate the said device to bring thevehicle'to a 'ha'lt if'the' vehicle exceeds the permissive speed, and

means formanua'lly modifying the auto-, matic operation ofthe device to permit the vehicle to proceed at or below the permissive speed, said manual modifying means being effective 'as'soon as the 've'hicleis reduced to or below the permissive speed. I

34. In a manual-automatic speed 1 control system for vehicles, vehicle carriedmechanism comprising a device for'controlling the i movement of the vehicle, an indicating means i 20 operable in accordance with roadside condi tions for indicating a cautionand danger condition, means operable whenthe' indicating means changes fromcaution to danger and the speed of the 'vehlcle is at or below al'ow permissivespeed for maintaining, the prior state of operation of the device if theeng'ineman acknowledges-the change'of indication and to "automatically operate the a said device to bringthe vehicle to ahalt-ifthe vehicle exceeds the low permissivespeed, and means for manually modifying theautomatic operation of the device to. permit the vehicle to proceed at or below the low permissive speed, saidmanual modifying means being effective as soon as the vehicle is reduced to or below the low permissive speed. i

35. A manual-automatic speed control sys term for vehicles, comprising a vehicle carried electrically operable device for controlling the movement of the vehicle, a vehicle carried indicating means operable in accordance with roadside conditions for 7 indicating a safe and unsafe condition, roadside means intermittently controlling the said indicating means, electrical circuit means operable when the indicating means is operated under unsafe roadside conditions and the speed of the vehicle is at or below a permissive speed formaintaining the prior state of operation of the device if the engineman acknowledges the operation of the indicat ing means .to automatically operate the said device to bring the vehicle to a halt if the vehicle exceeds the permissive speed, and means for manually modifying the automatic operation of the device to permit the vehicle to proceed at orbelow the permissive speed, saidmanual modifying means being effective as soon as the vehicle is reduced to or below the permissive speed.

36. A manual automatic speed control sys tem' for vehicles, comprising a vehicle carried device for controlling the movement of the vehicle, an indicating means on the vehicle, cooperative vehicle carried and roadside mechanismincluding roadside means spaced at intervals at controlling stations intermittently operable in accordance with roadside conditions for producing a safe and unsafe indication in said indicating, means, means operable when the vehicle carried mechanism passes an unsafe indicating roadsidemeans for automatically operating the device to bring the vehicle to a halt irrespective of the speed of the vehicle, means operable by the engineman for preventing such operation of the device if the vehicle is moving at or below a permissive speed, and

- means manually operable by the engineman after the device is automatically operated when the vehicle exceeds the permissive speed for modifying the operation of the device after the speed is reduced to the permissive speed to permit the vehicle to move at or below such permissive speed. i

37. A. manual-automatic speed, control system for vehicles, comprising a vehicle carried device for controlling the movement of the vehicle, an indicating means on the vehicle, cooperative vehicle carriedand roadside mechanism includingroadside means spaced at intervals at controlling stations intermittently operable in accordance with roadside conditions for producing asafe and unsafe indication in said indicating means, means operable when the vehicle carried mechanism passes an unsafe indicating road side means for automatically operating the device to bring the vehicle to a halt irrespective of the speed of the vehicle and means operable by the engineman for preventing such operation of the device if the vehicle is moving at or below a permissive speed and for modifying such operation of the device when the vehicle exceeds the permissive spee after the speed is reduced to the permissive speed to permit thevehiclc to move at or below suchv permissive speed. 38. A manual-automatic speed control system for vehicles, comprising a vehicle carried device for controlling the movement of the vehicle, an indicating means on the vehicle, cooperative vehicle carried r and roadside mechanism including roadside means spaced at intervals at controlling stations intermittently operable in accordance with, roadside conditions for producing a caution and danger indication in said indicating means, means operable when the vehicle carried mechanism passes a danger indicating roadside means for automatically operating the device to bring the vehicle to a halt irrespective of the change of speed of the vehicle, means operable by the engincman for preventing such operation of the device if the vehicle is moving at or below a low permissive speed, and means manually operable by the enginemian after the device is so automatically operated when the vehicle exceeds the low permissive speed for modifying the operation of the device after the speed is reduced to the low permissive speed to permit the-vehicle to move at or below such low permissive speed.

Signed by the said ARoHmALn G. Srmvnu at Niagara Falls, in the county of Niagara and State of New York this 4th day of OctoberA. D. 1923.

ARGHIBALD G. SHAVER.

Signed by the said .Fnnn M. RosnNZwnIc, at Niagara Falls, in thecounty of Niagara and State of New York this 4th day of October A. D. 1923. p FRED M. RQSENZlVEIG. 

